Wing construction for aeroplanes



May 5, 1931. w. R. PARMELE N l v1,803,915

WING CONSTRUCTION FOR AEROPLANES Y Filed Dec. 11. 192B :s -sneets-sneet 1 (ltfozuut May 5, 1931. w. R. PARMI-:ALE

WING CONSTRUCTION FOR AEROPLANES Filed Dec. 11, 1928 3 Sheets-Sheet 2 May 5 1931 y w. R. PARMELE @03,915

` 'y ywma CONSTRUCTION FOR AEROPLANES v Filed Deo. 11, 1928 ss'heeas-sneet s u Wi//Mm Fay, rme/e Patented May 5, 1931 PATENT OFFICE WILLIAM RAY Balmain, or PORTLAND, OREGON wma coNsrnUo'rIoN non Annormmzs Application led December 11, 1928. Serial No. 325,205.

The primary purpose and object of my device is to impart additional stability to a heavier than air Hying machine during the initial stages of Hight.

A further object of my invention is to Aimpart a greater lifting capacity to the heavier than air Hying machine during the initial or starting Hight, and to provide means for the air ship attaining greater speeds after the machine has risen'suHiciently from earth to make higher ecds possible.

A further o ject of my device consists in providing a wing structure, the upper surface of which may be changed to meet the flying necessity whether it be for sustaining A greater loads or maintaining greater speeds,

or for stabilizing the plane when coming to re ose after the Hight. A t is well known in aeronautics that the depth of the aerofoil relative to its cross sectional length determines the stability and speed that the ship may attain per unit of power used.

It is also well known that the ship having the aerofoil having greatest loading surface, depth of wing, has greatest stability in initial Hight and that the wing structure of minimum depth of'wing, has greatest speed possibilities. It is therefore desirable toprovide means for regulating the de th during Hight to adapt the wing. to the loa and speed requirements and to make suchi changes during actual Hight.

A further object of my invention relies in a construction that is adapted to regulating the depth of the wing structure and to uniformly increase or decrease the depth of the leading portion ofthe wing from .the wing tip to the central portion'fif the wing to meet t e conditions of Hight that are actually met during Hight. The device being adapted for manipulation during actual Hight.

A still further objectI of my invention relies in a structure that is adapted to being stream lined irrespective of the depth of the wing and to -.uniformly increase in depth from the top to the central portion, or to uniformly decrease in depth from the central portion Outward, and to make changes if increase and decrease of depth during actual Hight.

With these and incidental objects in view, the invention consists of certain novel' features of construction and combinationv of parts, the essential elements of which are set forth in the appended claims, and a preferred form of embodiment of which is hereinafter shown with reference to the drawings which accompany and form a part of. this speciHcation.

In the drawings:

Fig. 1 is a front view of an aeroplane, the full lines of the aerofoil representing my new and improved device repressed for rapid economical Hight, and the dotted lines illustrating the aerofoil with the top wing surface distended for initial Hight, and for carrying a maximum load both at starting and in full Hight at maximum speed.

Fig. 2 is a cross section view, taken on line 2-2 of Fig. l looking in the direction indicated with the aerofoil in normal position.

Fig. 3 is a cross section view, takenon line 2-2 of Fig. 1 looking in the direction indicated, with the aerofoil in position for initial Hight or landing.

Fig. 4 is a longitudinal, sectional view, of the aerofoil, taken on line 4 4 of vFig. 3, looking in the direction indicated.

Fig. v5 is a top, plan view, of the aerofoil.

Fig. 6 is a fragmentary, sectional view of the link structure, disposed within the aerofoil, to illustrate in detail the connection of the link elements.

Like reference characters refer to like parts throughout the several views.

1 is the fuselage of a heavier than air Hying machine, the aerofoil is shown at 2, the spars illustrated at 3 and 4, and the rib sections shown at 5. The upper skin of the aerofoil is divided into a plurality of lon- 'tudinal strip sections 6, 7 and 8, shown in igs. 2 and 3. The section shown at 8, is permanent and Hxedly secured to the supporting structure. yThe sections 6 and 7 aresecured to the adjustable ribs 9 and 10. The front end of adjustable rib section 9v is ting connection to prevent the building up of i air pressure within the wing.. The rear portion of the rib 10, carries a projecting pin 13,

, that is slidably disposed within the slot 14,

disposed within the main rib portion 5, of the wing. The free ends of the adjustable ribs 9 and 10, are hingedly secured at 15, and journaled within a suitable bearing of the supporting strut 16. The supporting strut 16 is hingedly mounted, relative to the supporting journal 17,'associated with the low- .er or bottom end of the strut 16'. The strut 16 is composed of two links 18 and 19, illustrated in repressed position, in Fig. 2 and secured together and hingedly held in place at their meeting ends by the pin 20. The pin 20 is also journaled relative to one end of the connecting link 21. The connecting link 21 is secured on its oppositely disposed end to the crank arm 22, by any suitable means, as by a journal pin 23. The crank arm is fixedly mounted upon the shaft 24. The shaft 24 is disposed longitudinally of the aerofoil which is divided into a plurality of compartments, each compartment carrying individual skin elements that coact with adjacent skin elements in order that they may be actuated inunison by the partial rotation of the shaft 24 to which each of the actuating crank arms 22 are mounted. The rotation, or partial rotation'of the shaft 24 by hand or. power manipulation of the actuating lever 25 actuates the associated elements, their movement in one direction extends or increases the depth of the wing and their movements in the oppositely disposed direction represses the associate elements and lessens the depth of the wing surfaces. In preferred embodiment, the`link elements 18 and 19 uniformly increase in length from the tip of the Wing to the center portion in order that a uniformly ta ering wing may be developed that will be o cross sectional area, increasing or decreasing in depth to or from the central portion of the aerofoil structure, as illustrated in Fig. 4.

\ When the Wing is in the initial position or Hight, either in starting or landing the upper surfaceof the wing is distended, as shown in detail in Fi 3, in which position the stability of the ing machine is greatly increased. When ull Hight is obtained, the upper structure may be gradually repressed until the Hying machine -is placed in position for rapid economical Hight.' The wing structure is illustrated in detail in Fig. 2

While the form of mechanism herein shown and described is admirably adapted t'o ful- H11 the objects primarily stated, it is to be understood that it is not intended to confine the invention to the one form of embodiment herein shown and described, as it is susceptible of embodiment in various forms, all coming within the scope of the claims which follow.

What I claim is:

1. In a device of the class described, the combination in the wing structure of an aeroplane, of primary ribs, superposed secondary` ribs, one end of each secondary rib being .hingedly disposed at the leading end of the primary rib and the oppositely disposed end of each secondary rib being slidably disposed relative to the primary rib, said secondary rib being comprised of sectional members hingedly connected, a metallic skin covering for the upper surface of the wing and directly supported by the secondary rib, a strut composed of links hingedly secured together and to the secondary rib elements for raising and lowering the secondary rib and means for manipulating the link strut.

2. In an aeroplane wing construction, in combination, a rigid lower supporting surface, primary rigid ribs transversely disposed thereon, an adjustable upperskin supporting surface having secondary adjustable ribs disposed therebelow and superposed on the primary ribs, said secondary r1bs comprising a plurality ofsectional members hingedly connected with each other and with the actuatin means, said secondary ribs hingedly secure and overlappin the leading portion of the primary ribs an slidably secured to and overlapping the rearward portion of the primary ribs, actuating means comprising of .links hingedly secured to secondary ribs on their one end and to crank arms on their other end, Said crank arms Hxedly mounted on a shaft extending longitudinally of the wing structure and actuated by rotating a lever connected with the main shaft.

3. In an aeroplane'wing construction, in combination, a plurality of rigid primary ribs in spaced relation formin a plurality of compartments within the wing structure, ad-

justable secondary ribs' compiised of a plurality of sections hingedly secured to each other and to the primary ribs and with the actuating means,rsaid secondary ribs hingedly secured to and overlapping the leading portion of the primary ribs and slidably secured to and overla ping the rearward portion of the primary ri s, a strut comprising links hingedsecured together and to the secondary rib e ements, and means for actuating the link strut.

4. In a device of the class described, comprising an aeroplane vwing structure having an adjustable up er cover supporting surface, a shaft longitu nally disposed within the wing and moveably journaled thereto, a plurality of struts inspaced relation with the prima ribs and their lower ends hingedly journ ed thereto, the upper ends of naamw struts being hingedly secured to the meeting ends of the secondar rib sections, said struts comprised of links ingedly journaled with each other and with connecting links, said connectin links hingedly journaled to crank arms xe ly mounted upon the shaft, and

'operating means connected with the shaft and with a lever stationed in the central control quarters.

'5. In a device of the class described, the combination in the Wing structure of an aeroplane, a plurality of primary ribs, a like numer of secondary ribs superposed upon the primary ribs in such a manner as to prevent lateral movement of the upper skin supporting surface, said primary and secondary ribs disposed in spaced relationship transversely of the Wing forming aJ plurality of compartments, the secondary ribs lbeing composed of two sections hinged to each other, the free end of one being hinged to and overlapping the leading end of the primary ribs to prevent the entry of air Within the wing structure, the free end of the other being slidably disposed relative to the primary rib and overlapping said primary rib to prevent the entrance of air within the wing and to maintain the stream line of the wing, a strut composed of links hingedly secured to each other and to the secondary ribs at the meeting place of the sections, and means for manipulating the link strut.

WILLIAM RAY PARMELE. 

